EP2422107B1 - Frein multidisque - Google Patents

Frein multidisque Download PDF

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Publication number
EP2422107B1
EP2422107B1 EP10715698.6A EP10715698A EP2422107B1 EP 2422107 B1 EP2422107 B1 EP 2422107B1 EP 10715698 A EP10715698 A EP 10715698A EP 2422107 B1 EP2422107 B1 EP 2422107B1
Authority
EP
European Patent Office
Prior art keywords
brake
disc brake
disc
transmission
ramp
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP10715698.6A
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German (de)
English (en)
Other versions
EP2422107A1 (fr
Inventor
Johann Baumgartner
Aleksandar Pericevic
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Publication of EP2422107A1 publication Critical patent/EP2422107A1/fr
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Publication of EP2422107B1 publication Critical patent/EP2422107B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/24—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with a plurality of axially-movable discs, lamellae, or pads, pressed from one side towards an axially-located member
    • F16D55/26—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with a plurality of axially-movable discs, lamellae, or pads, pressed from one side towards an axially-located member without self-tightening action
    • F16D55/36—Brakes with a plurality of rotating discs all lying side by side
    • F16D55/38—Brakes with a plurality of rotating discs all lying side by side mechanically actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/14—Mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/50—Rotating members in mutual engagement with parallel non-stationary axes, e.g. planetary gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/08—Self-amplifying or de-amplifying mechanisms
    • F16D2127/10—Self-amplifying or de-amplifying mechanisms having wedging elements

Definitions

  • the invention relates to a multi-disc brake, in particular for a road vehicle, according to the preamble of claim 1.
  • a wet multi-disc brake for a road vehicle is in the unpublished DE 10 2008 005 434 described. Therein it is proposed to reduce the loss torque of this multi-disc brake resulting from free travel by adjusting an oversized clearance which, in the event of an impending braking, is returned to a normal level even before the actual brake actuation begins.
  • a brake control is needed, the braking events preceded by events such. the recovery of the accelerator pedal, detected and then initiates the reduction of the clearance.
  • This method is particularly suitable for electromechanically actuated brakes, since the electric motor drive is operated position-controlled and thus an exact adjustment of the clearance in both states is possible. With a corresponding adjustment of the position to be adjusted at the same time a wear adjustment is possible, so that no further increase in the clearance occurs.
  • a wear-independent increase in the clearance is useful because the high viscosity of the oil between the friction surfaces of the disks and the brake discs, so located in the air gap friction losses due to the internal friction of the oil causes even when the brake is released, the lead to a constantly increased braking resistance with a correspondingly increased energy consumption during operation of the vehicle.
  • wet-running multi-disc brakes are also subject to wear, but this wear grows only approximately to the amount of increased clearance. That at approx. 0.4 mm of intended increased clearance per frictional contact at free travel, a further 0.4 mm increase in air gap per frictional contact due to wear must be expected if this wear is not adjusted. In the absence of wear adjustment, it is in the case of braking to overcome this increased clearance in the shortest possible time, if not a delayed response of the brake should be accepted.
  • U 1 discloses a generic multi-disc brake, with a drivable via a brake lever transmission gear, with a gear which engages in an internal toothing of a ramp disc.
  • the invention has for its object to further develop a multi-disc brake of the generic type so that with structurally simple means on the one hand, a sufficient increase in clearance at free travel to avoid unwanted residual braking effect is achieved and on the other hand, no extended response time in a braking must be taken into account.
  • the output side acts on a braking ring, ie on actuation of the brake lever to a ramp ring or to a gear connected thereto, the rotational speed of the ramp ring by a certain factor, preferably about 5, translated, so that a fast drive through the clearance is given.
  • a freewheel brake device is integrated in the transmission gear in the attack region of the brake lever, which brings the transmission gear out of engagement as soon as a clamping force is effective on the brake. At this moment, the applied via the brake lever actuating force is transmitted directly to a pinion, which meshes with said gear of the ramp ring.
  • the transmission gear is designed as a planetary gear
  • the planetary gears are mounted in an outer ring in which an output shaft is axially guided at one end of the engaging in the planet gears sun gear is held against rotation, while the planet gears on the other hand engage in the internal teeth of a braked ring gear.
  • FIG. 1 is a partial section of a transmission gear 1 for transmitting Zuspann proposedn shown in a multi-disc brake, which has parallel and spaced apart, rotationally fixed slats, between each of which a rotatable brake disc is positioned.
  • the transmission gear 1 is formed as a planetary gear and has an outer ring 3, on which a brake lever 2 is rigidly secured.
  • concentric planet gears 5 are rotatably mounted, which engage in a central sun gear 7, which is rotationally connected to an output shaft 4.
  • the planet gears 5 mesh the internal teeth of a ring gear 6, which is held against rotation within a certain torque range by means of holding means in the form of a holding brake 8.
  • a pinion 10 is arranged on the output shaft 4, which is in engagement with a gear of a ramp ring, not shown, via which the blades are pressed against the brake discs.
  • the outer ring 3 is pivotally mounted on the output shaft 4 via a freewheel brake device 9, wherein the freewheel brake device 9, according to the FIG. 2 a plurality of rolling elements 13 which are held in a rolling element cage 12.
  • the planet gears 5 are driven by the outer ring 3 and rotated by engagement with the sun gear 7, the output shaft accordingly.
  • the transmission gear 1 has a ratio by which the output shaft 4 is rotated faster than the outer ring 3 and that in the non-blocking direction of the freewheel brake device 9, almost under the outer ring 3 therethrough.
  • the output torque to be transmitted increases so much that the acting on the ring gear 6, defined limited holding force of the holding brake 8 is overcome and the ring gear slips.
  • the ramp ring has not yet reached its starting position.
  • the acting on the ring gear 6 reaction torque must be large enough to rotate the ring gear 6 against the acting holding force of the holding brake 8.
  • the braking force of the holding brake 8 in the reverse direction is less than in the forward direction of rotation.
  • the holding brake 8 is unidirectionally self-reinforcing designed, for example in the form of a spring-loaded band brake, a duo or servo-drum brake or equipped with amplifying ramps disc brake.
  • the holding device may be designed in the sense of a ball ramp clutch, which acts in contrast to a friction brake almost wear-free.
  • the holding device consists of two ramp discs 14, 16, between which balls 15 are mounted, wherein on the ramp disc 14 on the balls 15 opposite side of the ring gear 6 of the transmission gear 1 is held against rotation.
  • the planet gears 5 are driven.
  • the ring gear 6 is supported via the balls 15 on the ramp plate 16, which is biased axially via a compression spring 18 and rotationally fixed in a housing, not shown, but axially displaceable, so that by the pressure force of the spring and the slope of ramps 17th ( FIG. 5 ) results in a limit torque that must be applied to rotate the ramp plate 14 together with the ring gear 6.
  • the ramps 17 are formed so that the pitch angle decreases with the rotation of the balls 15. This ensures that the limit torque remains almost constant.
  • the length of the ramps 17 is determined by the stiffness of the brake mechanism and thus the pivoting stroke of the brake lever 2, which is required to build up the braking force.
  • a provision of the ring gear 6 in a release of the brakes is carried out automatically via the prestressed compression spring 18th

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Claims (13)

  1. Frein multidisque, en particulier pour un véhicule routier, comprenant des lamelles fixées contra la torsion, en arrangement parallèle et aux écarts l'une de l'autre, entre lesquelles un disque de frein rotatif respectif est positionné, dans lequel au cas d'une opération de freinage lesdites lamelles, qui s'étendent en sens radial, et lesdites disques de frein sont aptes à être pressé l'une contre l'autre, en franchissant un jeu d'aération, et détaché l'une de l'autre, en formant un jeu d'aération, moyennant un dispositif de serrage, dans lequel un engrenage de transmission (1) est disposé pour la transmission du mouvement de serrage au cours d'une opération de freinage, qui, d'un côté, est relié à un levier de frein (2) pivotable dudit dispositif de serrage d'une façon dépendante du mouvement et, d'autre côté, se trouve en connexion opérative avec lesdites lamelles, caractérisé en ce que ledit engrenage de transmission (1) comprend un arbre de sortie (4), auquel est logé une bague extérieure (3), à laquelle est fixé ledit levier de frein (2), dans lequel un dispositif de freinage à roue libre (9) est disposé entre ladite bague extérieure (3) et ledit arbre de sortie (4).
  2. Frein multidisque selon la revendication 1, caractérisé en ce que ledit engrenage de transmission (1) est configuré sous forme d'une boîte à engrenages planétaires.
  3. Frein multidisque selon la revendication 1 ou 2, caractérisé en ce que ledit engrenage de transmission (1) comprend des roues planétaires (5) en arrangement concentrique, qui sont logées de manière rotative à ladite bague extérieure et qui se trouvent en prise dans une roue solaire raccordée audit arbre de sortie (4).
  4. Frein multidisque selon la revendication 3, caractérisé en ce que lesdites roues planétaires (5) s'engrènent avec la denture intérieure d'une couronne de train planétaire (6).
  5. Frein multidisque selon la revendication 4, caractérisé en ce que ladite couronne de train planétaire (6) est tenue par un dispositif de rétention en dépendance d'un couple.
  6. Frein multidisque selon une quelconque des revendications précédentes, caractérisé en ce que ledit arbre de sortie (4) est muni d'un pignon (10) à son côté opposé audit engrenage de transmission (1), lequel se trouve en prise dans une roue dentée qui sert à presser une bague à rampe contre une lamelle y affectée.
  7. Frein multidisque selon une quelconque des revendications précédentes, caractérisé en ce que ledit dispositif de freinage à roue libre (9) comprend une cage à roue libre (12), dans lequel des corps roulants (13) sont retenus et qui est apte à porter contre une butée (11) de ladite bague extérieure (3) après une torsion par un angle de basculement déterminé.
  8. Frein multidisque selon une quelconque des revendications 5 à 7, caractérisé en ce que la force de rétention dudit dispositif de rétention au basculement dudit levier de frein (2) en sens de serrage est plus grande que la force en sens de desserrage.
  9. Frein multidisque selon une quelconque des revendications 5 à 8, caractérisé en ce que ledit dispositif de rétention est configuré en tant que dispositif auto renforçateur en un seul sens.
  10. Frein multidisque selon une quelconque des revendications 5 à 9, caractérisé en ce que ledit dispositif de rétention est configuré en tant que frein d'arrêt (8).
  11. Frein multidisque selon la revendication 10, caractérisé en ce que ledit frein d'arrêt (8) est configuré sous forme d'un frein à ruban, d'un frein à tambour duo ou assisté ou en tant qu'un frein à disque muni des rampes renforçatrices.
  12. Frein multidisque selon une quelconque des revendications 5 à 11, caractérisé en ce que ledit dispositif de rétention est configuré en sens d'un coupleur à rampe de billes, à deux disque de rampe (14, 16) aptes à être contourné l'un relativement à l'autre, dont au moins un est muni des rampes (17) dans lesquelles des billes sont positionnées pour roulement, qui s'appuient, d'autre côté, à l'autre disque de rampe (14, 16).
  13. Frein multidisque selon la revendication 12, caractérisé en ce que l'angle d'inclinaison desdites rampes (17) est progressivement réduit, le plus s'augmente leur longueur.
EP10715698.6A 2009-04-21 2010-04-16 Frein multidisque Active EP2422107B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009018224A DE102009018224A1 (de) 2009-04-21 2009-04-21 Mehrscheibenbremse
PCT/EP2010/002341 WO2010121756A1 (fr) 2009-04-21 2010-04-16 Frein multidisque

Publications (2)

Publication Number Publication Date
EP2422107A1 EP2422107A1 (fr) 2012-02-29
EP2422107B1 true EP2422107B1 (fr) 2013-06-19

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Application Number Title Priority Date Filing Date
EP10715698.6A Active EP2422107B1 (fr) 2009-04-21 2010-04-16 Frein multidisque

Country Status (4)

Country Link
US (1) US8827049B2 (fr)
EP (1) EP2422107B1 (fr)
DE (1) DE102009018224A1 (fr)
WO (1) WO2010121756A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013110638A1 (de) * 2013-09-26 2015-03-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Auf einer Antriebsspindel geführte Kugelrampenkupplung

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KR101501533B1 (ko) * 2014-04-28 2015-03-18 재단법인대구경북과학기술원 전기기계 브레이크의 마모 보상을 위한 모터 제어 시스템 및 그 제어 방법
DE102015205923B3 (de) * 2015-04-01 2016-06-09 Magna Auteca Ag Abklappantrieb sowie Außenspiegel zum Abklappen
DE102019208178B3 (de) * 2019-06-05 2020-07-23 Continental Teves Ag & Co. Ohg Lamellenbremse für ein Kraftfahrzeug
US11193547B2 (en) * 2020-03-31 2021-12-07 ZF Active Safety US Inc. Electromechanical brake apparatus and system with planetary gear
CN111946761A (zh) * 2020-08-10 2020-11-17 卢建强 一种汽车刹车制动系统

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Publication number Priority date Publication date Assignee Title
DE102013110638A1 (de) * 2013-09-26 2015-03-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Auf einer Antriebsspindel geführte Kugelrampenkupplung

Also Published As

Publication number Publication date
EP2422107A1 (fr) 2012-02-29
US20120073910A1 (en) 2012-03-29
DE102009018224A1 (de) 2010-11-11
US8827049B2 (en) 2014-09-09
WO2010121756A1 (fr) 2010-10-28

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